Track-switch-controlling apparatus



April 7, 1931. w. SCHMITZ 1399,19?

TRACK SWITCH CONTROLLING APPARATUS Filed April 5, 1929 Wfa Wlb PatentedApr. 7, 1931 unit's rA'res ATENT @FFWE SEIGEEALW'ERKE G. M. B. 331K3110F GERMANY El, 013 BERLIN-SIEMENSSTAIDT, GERMANY, A GORIORJE;

TRACK-SWITCH-CONTRQLLING APPARATUS Application filed. April 5, 1929,Serial No 352,658, and in Germany June 8, 1928.

My invention relates to improvements in track switch controllingapparatus for railroad hump plants. e

In automatic railroad hump plants the setting of the position of thetrack switches,

hereinafter shortly called points, for individual carsreleased insuccession is initiated in a special switch frame by the operator andthereversing of the points is afterward effected by the descending carswith the aid of rail contacts, insulated rails or the like.

designed for the purpose. Two cliiferent systems have been employedfor'this latter purpose. In one of the systems a special point magazineor accumulator is provided for each point, in which all the pointsettings necessary for the descending cars are accu- -mulated prior tothe commencement of the i release of the cars. In the other system thereis provided a trip magazine common to all points, in which the releaseof thecars is accumulated according to definite track routes and thepoints coordinated-to each.

track are reversed with the aid of rows of running switches and with thecooperation of the train. This latter system has the advantage, that itis still possible to change the accumulation subsequently, in case theorder relating to one or a plurality of cars has been changed, In thesystem with point operating magazines or accumulatorsit is necessary toequip all storage devices with as many switching positions. as. cars orgroups of cars may pass across the respective point in the mostunfavorable case.

The object of my invention is to produce by the combination of bothsystems a point setting controlling apparatus for a hump, which combinesthe advantages of both systems and eliminates their drawbacks. 7

This end in view is according to my invention attained by providing foreach point e a setting magazine, and-besides a special trip magazine, inwhich the trips are stored up in advance, this magazine being controlledby the descending cars transmitting the orders to the individual settingmagazines. In the setting magazine of each point not the orders for allthe cars are stored up, but only for those already descending and stilllo cated in front of the respective point. The control magazines maythen be constructed considerably simpler and lighter. For the ordersnotyet stored up in the control magazine or accumulator an alteration isthen easily possible in the trip magazine.

An embodiment of my invention is diagrammatically illustrated in thedrawing affixed hereto and forming part of my specification.

Referring to this drawing, A is the trip or journey magazine oraccumulator, which in known manner consists of a plurality ofintersecting contact bars, the bars a, b, c, d and so on correspondingwith the number of descending cars, which are to be accu mulated inadvance at the time, while the bars a1, a2, a3, a l located at rightangles to the bars a, b, 0, (Z and so on are coordinated to theindividual tracks g g g 9 The crossing bars may, as shown in thediagram,be electrically connected by plug contacts 61. Each of the bars a1 a2 a3and so on leads to one'termmal of a solenoid switch 1, 2, 3, e and soon, the second terminal of which is connected to the source of current Ba common line C. Across the bars a, b, 0, d and so on runs a contactlever schl, which is moved across the individual bars by means 0t a stepswitch magnet 80h. Each time the electro-magnet so]; attracts itsarmature a6 the ratchet wheel (17 1s entrained by it and moves thecontact lever schl, with which it is conpled, from one bar to the next.

In the position of the step switch contact sch l illustrated impulsepasses from the source of current across the magnet switch 2, bar a2,contact 721, bar a, step-switch contact 8%, and so on, whichcontrolthestep switch s lenoid 805,. When a car travels over the insulated rails'wla, wlb the two switch magnets sla and 81?) receive current along thecircuit D, a8, train axle E, a9 and 6e10, .9160 and .916, all, D and byattracting their armatures close the contacts 810 and 81d in the line tothe step switch magnet sch.

The contacts 819 and 817a or 829' and 82b and so on are located at thecontrol solenoids 81a, 6172 or 32a, 82?) and function in well knownmanner so, that when the first insulated rail, for instance cola, istravelled over only sic receives current, and that then when bothinsulated rails wla and wlb are occupied by train axles, both'magnetswitches are attracted and both contacts 819 and 81 are closed, so thatnow even if 'wla becomes free the magnet switch sla continues to receivecurrent across the contacts 819 and the insulated rail 2015 along thecircuit: D, a8, train axle E, 1017), (110, 817L, (438, 81g, magnetWinding sla,a11, source of current D. Simultaneously a branch currentflows from (410 across 816, (Z39, all to the source of current D.

The track switches wl, 102, e03 are moved by driving motors m1, m2,9228. Atthe switch gear ml the two field windings c1 and 62 provided forthe movementof the switches to the left or right are connected acrosscontacts 7c1'and 703 or 702 and 70d to the source of current. Thecontacts 701 and 762 are control switch contacts, which are in knownmanner moved by the track switch operating gear in such a manner, thatin the minus position of the track switch the contact for the later plusposition of said switch is closed. The contact 753 is mounted on thearmature of the electromagnetic switch 2010+, the contact 72d at theelectromagnetic switch 'wlc. The supply of current to theelectromagnetic switch wlc takes place across the line 0412 and thecontacts 10 or at the track magnet switches l, 2, line C, the source ofcurrent B and the contacts 516 and 81/ at the armatures of the switchmagnets sic and 81b.

In a similar manner current is supplied to the electromagnetic switchw1c+ across (413 and the contacts or at the track electromagnets 3 or 4,line C, source of current B, the contacts 816 and 81; at the armaturesof the switch magnets sla'and $16. The electromagnetic switches 1010+and wlc thus move the track switch into the plus or minus position byattracting their armatures. For the first car running down the inclinethe track switch is at once brought into the correct position. Whenadjusting the trip magazine for the second car the reversing of thet-rack switch takes place as soon as the first car has completelytraversed the insulated rails'wla and @012), because by the attractionof the electromagnets sic and all) during the occupation of theinsulated rails ale and 81d are closed. Stepswitch sch/receives currentand moves the contact lever sc7Ll ontothe barbb'y'the operation of itsarmature; track magnet switch 1 receives current and by attracting itsarmature closes the contact- 10, which is connected in the circuit ofwlc-. The switch solenoid 'wlc receives current if, and only if thecontacts slc and 81; connected in its circuit are closed, which,however, occurs only by the dropping off of the magnet switches 81a and816. No special magazine is thus necessary at this track switch. For theremaining track switches Q02 and 103 there are on the other handprovided switch magazines. Each switch magazine possesses three magnets.One of these prepares the reversal of the track switch into the plus orminus position. This is, for in stance, in the case ofthe track switch102 the electromagnetic switch w2c. If w2c is traversed by current, itbrings about the minus position, but if it remains dead the track switchis moved into the plus position, which is effected in the followingmanner: Every time its armature @118 is attracted f turns by means ofthe pawl @119 the ratchet wheel ((20 forward by one tooth; (L20 entrainsthe magazine drum e21 and the contact lever e27, whereby the pinsa22-a25 pass in succession past the magnet 1122c. If the armature hasdropped off from w2c-, the pins remain in the position of the pins LL22and (L24, but if the armature of 'w2c is attracted said pins are forceddownward by the hammer (126, as shown, for instance, by the pins ((23and (425. The third magnet Z2 is controlled across contacts sQcand 8267by the .iagnets 32a and 827), these magnets being connected to theinsulated rails 102a and @027) of the trackswitch 4/.)2. The magnet t2effeets the release of the stored up orders when the insulated rails aretraversed by the cars, in the following manner: the magnet 252 entrains,by means of its armature (138 and the pawl (134:, the ratchetwheel a135,which in turn shifts contactlever e27 step by step in a circle belowmagazine drum'aQl, so that for each pull of magnet t2 the head ofthisl'ever passes in successionunder one of the pins a22a25. The head oflever (127 remains vertically in the position shown, when it passes, forinstance under the pin'a22, but it is depressed when it comes under thepin e23. If it'remains vertically in the position shown it closes acrosscontact p2 line (128. winding 03 (assuming that switch V1 is closed),motor 7712, lines (r29, use the circuit to the battery F, the secondpole OfWlllCh leads across lines 6514 and (131 back'to the contact 792+.

In the present casethe plus position of the track point is alreadyreached, so'that the contact 01 is broken. If the levera27 is, on theother'hand pressed down, itcloses the circuit across 722-, line 0132,winding 64, (129, e80, battery F, a1e,'a31 to the contact p2. In thefirst case the track switch is moved into the plus position, in the lastcase into the minus position. The pins are forced back lit) into theinitial position by a stop located behind the lever a2? and not shown inthe drawing. They are maintained in any position by a spring (L36. 7

r The minus position of the track. switch is thus only brought about ifone of the pins is v pressed down by the .electromagnet .w2c.

i by the switch magnet w1c receives current The minus position-of thetrack switch 202 is necessary for a journey to track g1. For

this track the bar a1 is provided in the switch sch is connected withthe bar a which in turn is connected by means of contact I) to bar a2.Thereby the route for the first car, appertaining to bar a, to track 9is fixed. Magnet switch-2 receives current-by way of +B, C, 2, a2, 61,a, schl, B. The magnet switch 2 is energized and closes its twocontacts, whereacross e12 and contact 20, source of current B and thecontacts-81c and 81; at the dropped off magnet switches 81a and 81b.

7 e010:- closes the circuitacross its armature contact k4, linea14,source of current F, 0015,

motor armature m1, winding e2, contact 702,

so that the motor rotates and throws the track switch'wlinto the minusposition. The second contact 2d of the magnet switch 2 supplies currentto the switching magnet f2 of the switch magazine of the-track switch2,02 along the circuit 2d, e16, f2, u2a at the dropped ofi armature ofthe magnet a2, line a17, alS, source of current B, and line C. By

the attraction; of f2 the track switch w2 is thrown into the plusposition in the manner described above. The track for the first car isthus simultaneously correctly set. If this carnow runs down the inclineand passes over the insulation of the first track switch, theintermittent switch magnet sch receives current and movesits contactlever schlforward by one contact. In the trip magazine the circuit forthe first car to track 92 is now cut off and that for the second car totrack g1 connected up. By the deenergization of relay 2, contact 2d,located in the circuit of magnet f2 is opened, and f2 becomesdeenergized and magnet switch 1 is energized by way of +13, C, 1, a1, b,schl, -B,attracts its armature and closes the contacts 10 and 1d.-

The switch magnet wlcreceives current by way of +13, C, 10, e12, w1c,81f, 81c,1-B.

This maintains the minus position of the track switch 4121. Switchmagnets 'w2cr and f2 receivecurrent by way of: +B, C, 1d,. a2 -,f2, u2a,a18, B.

By magnet w2creceiving current, the minus position for track switch 'w2is accumulated in the magazine a2l, but track switch 102 is not yetthrown. This canoccur only after the insulated rail portion -w2a,provided on the track switch, is traversed by the firstrcar and hasbecome again unoccupied. During this traversal switch magnets 82a and82?) receive current and close the coni I tacts $20 and 82607. Therebyswitch magnet 232 receives current by way of B, a18, 82c, 82d, t2,= B,and advances the magazine in the aforedescribed manner withits-contactlever a2? to theneXt pin, for instance (1%.

This pin is depressed by armature e26 so that when this pin arrivesabove the contact lever (127, when drum a21 is revolved, lever a2? isdepressed whereby contact p2- is closed. By way of 192* the winding 64.-of the track switch motor m2 receives current in the following manner:current source F, (L14, (131,

' p2, (Z32, 64, m2, e29, a30, F. The track switch motor now commences torun and throws the switch points 102 into the minus position. i

N ow it may happen that a route has been accumulated in the magazine,which is subsequently not to be used, perhaps because the pertaining carhas in the meantime been misrcuted or perhaps been prevlously assignedto another route. In this case-1n order to avoid misrouting ofall-succeeding cars-the unused accumulated route must be artificallyobliterated, i. e. the switching functions whlch otherwise the car inquestion would have performed must be carried out by hand. For thispurpose'a hand switch ht is provided for each magazine, which, whendepressed, for instance in the present example closes the circuit forthe switch magnet t2 so thatthe latter advances the drum a21 one step.

The switch magnets sch, f2 and f3-ordinarily bring about the v:Eorwardfeeding of their pertaining step wheels a7, Q20 when their respectivearmatures are attracted. It

is more expedient, however, to perform this mechanical work not when anarmature is attracted, but when it falls oii, springs orother equivalentmeans, not shown here, being of course provided for pulling thearmatures into the OE poslticn. If this mode of operation is to beattained, special switches u1, u2,

103 must be provided which are arranged in 7 with current and th lattermagnet drops its *ari'nature a6 and reeds ratchet wheel a? onerentthrough magnets a1, a2, a3 is interrupted inthe manner previouslydescribed, for mstance in case oful by the relay operated switches S10,8103.

The contacts 7L1, 712, ]L3 are hand-operated is-shown and serve thepurpose of setting the track switches by hand as may be required atspecial occasions. f, for instance, switch 7&1 is thrown to the left,the same circuits are established as if the magnet w1c+ had beenenergized and "contacts 763 had been closed thereby. If hand switch isthrown to the right, the function of relay 1010 is simulated, so that inthe former case motor winding Z1, in the latter case motor winding Z2 isenergized and the track switch motor will set the track switch into theplus, respectively minus position. Hand levers k2, 713 functionsimilarly. For instance, lever 7L2, when thrown to the left, substitutesthe functions of contact 292+, when thrown to the right, it substitutesfor contact 792. These independent hand operations maybe required forinstance in case a car has been routed the wrong way or if, after themagazine is already adjusted for the dilferent routings, a car should beadditionally routed to another track.

Various modifications and changes may be made without departing from thespirit and the scope of the invention, and I desire, therefore, thatonly such limitations shall be placed thereon as are imposed by theprior art.

I claim as my invention:

1. In an electric hump railway switching plant comprising a main trackfrom which the cars of a train can be run automatically across aplurality of track switches on to branch tracks, in combination, aswitch magazine for each track switch having means for storingroutesetting orders for the individual cars of a train to be decomposed,electric lines between the switch magazine and the coordinated trackswitches, means at the track switches operable by the cars andhavingmeans for advancing the switch magazine, a switching apparatus forreceiving and transmitting the route orders for the individual cars tothe switch magazine, and

means located between said switching apparatus and said switch magazinesfor transmitting the orders from said switching apparatus to said switchmagazines.

2. In an electric hump railway switching plant comprising a main trackfrom which the cars of a train can be run automatically across aplurality of track switches on to branch tracks, in combination, anelectrically operated switch magazine for each track switch having meansfor storing route setting orders for the individual cars of a train tobe decomposed, electric lines between the switch magazines and thecoordinated track switches, insulated rails at the track switches forbringing about circuit connections through the car wheels to cause aforward motion of the switch magazine when said rails are traversed bythe cars, a switching apparatus for receiving and transmitting the routeorders for the individual cars to the switch magazine, and means locatedbetween said switching apparatus and said switch magazines fortransmitting the orders from said switching apparatus to said switchmagazines.

3. In an electric hump railway switching plant comprising a main trackfrom which switch magazines and the coordinated track switches,insulated rails at the track switches for bringing about circuitconnections through the car wheels to cause a forward motion of theswitch magazine when said rails are traversed by the cars, a commonswitch magazine for receiving and transmitting the route orders for allthe tracks of said hump plant, means located between said common switchmagazine and said insulated rails for transmitting an order contained inthe common magazine to the individual magazines of the track switcheswhen said insulated rails are traversed by the cars, and means locatedbetween the common magazine and the magazines of the track switches fortransmitting the orders from the common magazine to the track switchmagazines.

4. In an electric hump railway switching plant comprising a main trackfrom which the cars of a train can be run automatically across aplurality of track switches on to branch tracks, in combination, anelectrically operated switch magazine for each track switch having meansfor storing route setting orders for the individual cars of a train tobe decomposed, electric lines between the switch magazines and thecoordinated track switches two insulated rails at eachtrack switch. tworelays connected with said insulated rails in such a manner that theyreceive current through said insulated rails when traversed by the car,a common switch magazine for receiving and transmitting the route ordersfor all the tracks of the hump plant, contacts at the armatures of saidrelays, electric lines connecting said relay contacts with said commonswitch magazines and said track switch magazines, and relays locatedbetween said common magazine and the track switch magazines fortransmitting the orders from said common magazine to said rail trackmagazines.

- In testimony whereof I attfix my signature.

WILI-IELM SCHMITZ.

